Charge-forming device for internal-combustion engines.



Patented Apr. 11,1916.

2 SHEETS-SHEET I.

I. I. TRACY.

CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED APR- II. I913.

J. J. TRACY.

CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES.

I APPLICATION FILED APR. II. I9I3.

1,178,972r Patented Apr. 11, 1916.

. 2 SHEETS-$HEET 2.

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'14 I wiizflzssaac E .fzzz/ aioz 66x) W. mt/1a? {WV )5 l I 4/ O J r M JAMES J. TRACY, or CLEVELAND, OH-IO.

To all whom it may concern:

Be it known that I, JAMES J. TRACY, a citizen of the United States, and a resident 'of Cleveland, county of ()uyahoga, and

State of Ohio, have invented a new and useful Improvement in Charge-Forming Devices for Internal-Combustion Engines, of which the following is a specification, the principle of the invention being herein explained and the best mode in which I have contemplated applying that principle, so

as to distinguish it from other inventions.

The present improvements have regard more particularly to a construction of,

charge-forming or carbureting device whereby the charge may be heated preliminary to being supplied to the engine cylinders,

scribed and particularly pointed out in the claims.

The annexed drawings and the following description set forth in detail certain mechanism embodying the invention, such disclosed means constituting, however, but

several of the various mechanical forms in which the principle of the invention may be used.

In said annexed drawings :Figure 1 represents in horizontal cross-section a typical four-cylinder internal combustion be readily understood from an inspection.

engine with my improvedcharge-forming device attached thereto; Fig. 2 is a side elevation and part vertical section of a portion of such device; Fig 3 is a vertical transverse section on the plane indicated by the lines 33 Figs. land 2 respectively; and Figs. 4 and 5 illustrate a modification.

The cylinders 1 of the engine, four in number, as stated above, are shown as cast in pairs and. are of the T-head type, as will Specification of Lette rs Patent.

Patented Apr. 11, 1916.

Application filed April 11 1913. Serial No. 760,340.

of Fig. 1. The two sets of valves 2 and 3, controlling the intake and exhaust of said cylinders, respectively, are merely diagrammatically shown, their plane being above that of the-section of Fig. 1 in the case of the particular type of engine illustrated. Connecting the chambers 4 common to each pair of intake valves 2, is'a manifold 5 of,

familiar form .provided with an opening 6 on its inner face for connection with a transverse duct 7 that passes between the pairs of cylinders. The chambers 8, common to each pair of exhaust valves 3, are similarly connected by a manifold 9 which is disposed parallel with the intake manifold 5, but on the other side of the cylinders, and has its inner face formed for connection with the same duct 7. The portion 10 of the exhaust manifold adjacent to such duct connection is enlarged, and as shown in Figs. 1 and 3, a plurality of tubes or pipes 11 extend across from one side to the other of the manifold, through which communication may be had from the outer face of the latter to the duct 7. The'exhaust outlet 12, proper, is by way of an opening located directly below this series of tubes, and is then to be connected with a mufiier as usual.

The mixing valve or charge-forming device proper is then connected directly onto the outer face of the exhaust manifold in line with the aforesaid tubes so that the charge passes through said tubes 11 on its way to the duct 7 and intake manifold 5.

Various kinds of mixing valves may be utilized, but the one shown in detail in Figs.

2 and 3 is preferred, emboding, as it does,

certain unique features of'construction. The

valve 13, for controlling the supply of liquid fuel, is of the needle valve type, the casing 14; wherein it operates being held by and extending with-in the larger casing 15 which is bolted directly to the manifold, as previously described. The inner end of the valve casing 14 constitutes in effect a nozzle, through which the liquid fuel is drawn by the suction of the engine, as will be readily understood.

The outer wall of the main casing is provided with openings 16 which may be closed, more or less, by a disk 17 formed with similar apertures 18 and adapted to be rotated through a link connection 19 from any suitable operating station. This disk valve, which thus controls the supply of air, is provided with a pair of outwardly extending arms 20 that have slidable engagement with a nut 21, internally threaded" to receive the stem of the valve 13 and itself externally threaded into an extension 22 from the main casing. The valve stem is normally held in non-rotative' relation to this nut by means of a spring 23 carried by the latter and adapted to engage notches in a button-24 on the end of the valve stem.

By virtue of the connection of the arms with the nut, rotation of the disk valve 17 also serves to rotate said nut and thus to advance or retract the valve in its own 3o Y in SBCtlOIl.

casing. I

' The proper initial setting having been once determined and fixed by engagement of the spring with the button on the valve stem, it will be observed that the supply of fuel is varied simultaneously and in. a fixed relation with the variation in the supply of air. Thus a perfect mixture is at all times obtainable,

The liquid fuel may be supplied to the valve casing 14 from either of two float chambers 25 and 26 of familiar construction, one of said chambers only being shown Said chambers are so, located with reference to such valve easing that the liquid may. be maintained therein --substan- Ytia'lly on a level with the nozzle of the valve.

One of said float chambers is designed to be connected by a pipe :27 with a suitable supply of gasolene and the other by a corresponding pipe 28 with a supply of kerosene or other heavier oil, and connectionbetween one or the other of said chambers and the valve casing 14 is controlled by means of a three-way valve 29 located between ducts 30 and 31 leading from said float chambers, respectively, to said casing{ While variation may be made in the relative location of parts,. particularly of the mixing valve, with reference to the exhaust manifold, so long asa plurality of tubes are same with the intake manifold, there being.

no turns whatever for the charge to follow until after it has been thus heated. The fuel, being more thoroughly vaporized after being thus heated, will maintain its substantially gaseous state forthe rest of its The charge, in other words, passespath of travel until it is received in the enpermits not merely the accurate adjustment and correlation of the supply of fuel and air, but once such supplies have been correlated, the operation of throttling involves the simultaneous control of both. The

change from one fuel to the other is readily effected by simply turning the valve 29 and provision may be made for doing this from I The modification ,in construction illustrated in Figs. 4 and 5 is merely designed to show the. adaptation of my improved charge-forming device to an engine having cylinders of the L-type instead of the T- type. .With such L-type of engine cylinders 32, as shown in the two figures just named, the intakemanifold 33 and" exhaust manifold 34 are both disposed; on the same side of the engine cylinders, one above the other.

Preferably, I thus place the intake manifold above the exhaust manifold. The latter is provided substantially midway between its ends with an, enlarged portion 35,

a station removed some distance, if desired.

through which are passed a plurality of tubes 36 which, as before, are adapted to conduct the charge from the mixing valve or carbureter proper 37 to a duct 38 that bridges the space between'these tubes and the intake manifold; 3 w

The carbureter shown in Figs. 4 and 5 is substantially of the. same construction as the one illustrated in elevation in sectional detail in the first described figures, except that theline of discharge is vertical. instead 2 of horizontal, as in such first described construction. The mode of operation both of the carbureter and of the charge-forming device as awhole is, of course, the same in the case of this modified construction as in that of the first described device.

Other modes of applying the principle of my invention may be employed instead of the one explained, change belng made as regards the mechanism herein disclosed, provided the means stated by any of the following claims or the equivalent of such stated means be employed. i

I therefore particularly point out and distinctly claim as my invention 1. In a device of the character described, the combination of branched intake and exhaust manifolds for a multi-cylinder internal combustion engine; a plurality of tubes extending transversely of said exhaust manifold at the point of junction of the branches thereof; a duct leading from one end of-said tubes to the point of junction of the branches of said intake manifold; and a mixing valve or carbureter connected with the other end of said tubes.

2. In a device of the character described, the combination of branched intake and exhaust manifolds for a multi-cylinder inter- 'nal combustion engine said manifolds being tubes.

3. In a device of the character described,

v the combination of symmetrically branched intake and exhaust manifolds for a multicylinder internal combustion engine, said manifolds being disposed alongside of the engine cylinders; a plurality of tubes extending transversely of said exhaust manifold at the point ofjunction of the branches thereof, such point lying midway between the ends of said manifold; a duct leading from the inner end of said tubes to said intake manifold; and a mixing valve or carbulreter connected with the other end of said tu es.

4. In a device of the character described, the combination of symmetrically branched intake and exhaust manifolds for a multicylinder internal combustion engine, said manifolds being disposed alongside of the engine cylinders; a plurality of tubes extending transversely of said exhaust manifold at the point of junction of the branches thereof, such point lying midway between the ends of said manifold; a duct leading from the inner end of said tubes to said intake manifold; and a mixing valve or carbureter directly connected with the other end of said ducts, said valve tubes and duct being in substantial alinement.

Signed by me, this 8th day of April, 1913.

I JAMES J. TRACY.

Attested by D, T. DAVIES, J N0. F. OBERLIN. 

